US20230417161A1 - Installation structure for oil control valve - Google Patents
Installation structure for oil control valve Download PDFInfo
- Publication number
- US20230417161A1 US20230417161A1 US18/336,654 US202318336654A US2023417161A1 US 20230417161 A1 US20230417161 A1 US 20230417161A1 US 202318336654 A US202318336654 A US 202318336654A US 2023417161 A1 US2023417161 A1 US 2023417161A1
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- United States
- Prior art keywords
- control valve
- oil control
- valve
- cylinder head
- oil
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
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- 238000009434 installation Methods 0.000 title claims abstract description 20
- 238000001816 cooling Methods 0.000 claims description 22
- 235000014676 Phragmites communis Nutrition 0.000 claims description 8
- 239000000498 cooling water Substances 0.000 description 14
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 10
- 238000000034 method Methods 0.000 description 5
- 238000005096 rolling process Methods 0.000 description 3
- 230000004048 modification Effects 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 238000003825 pressing Methods 0.000 description 2
- 239000003507 refrigerant Substances 0.000 description 2
- 230000000087 stabilizing effect Effects 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 229910003460 diamond Inorganic materials 0.000 description 1
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- 239000000446 fuel Substances 0.000 description 1
- 210000002445 nipple Anatomy 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
- B62J41/00—Arrangements of radiators, coolant hoses or pipes on cycles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
- B62M7/00—Motorcycles characterised by position of motor or engine
- B62M7/02—Motorcycles characterised by position of motor or engine with engine between front and rear wheels
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/24—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by constructional aspects of converting apparatus
- F01N3/30—Arrangements for supply of additional air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/3443—Solenoid driven oil control valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L1/00—Valve-gear or valve arrangements, e.g. lift-valve gear
- F01L1/34—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift
- F01L1/344—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear
- F01L1/3442—Valve-gear or valve arrangements, e.g. lift-valve gear characterised by the provision of means for changing the timing of the valves without changing the duration of opening and without affecting the magnitude of the valve lift changing the angular relationship between crankshaft and camshaft, e.g. using helicoidal gear using hydraulic chambers with variable volume to transmit the rotating force
- F01L2001/34423—Details relating to the hydraulic feeding circuit
- F01L2001/34426—Oil control valves
- F01L2001/34433—Location oil control valves
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
- F01L2810/00—Arrangements solving specific problems in relation with valve gears
- F01L2810/01—Cooling
Definitions
- the present invention relates to an installation structure for an oil control valve.
- variable valve timing system For the purpose of high output, low fuel consumption, and decreased exhaust gas, a variable valve timing system is employed, which controls an opening and closing timing of a valve by a variable valve device according to an operating state of an engine.
- the variable valve timing system there is a system in which an oil control valve installed on an outer surface of a cylinder head controls a hydraulic pressure to the variable valve device (see, for example, Patent Literature 1). Oil controlled by the oil control valve is supplied to the variable valve device, and the variable valve device switches between a cam for low speed rotation and a cam for high speed rotation to adjust the opening and closing timing of the valve.
- Patent Literature 1 JP6853838B
- Patent Literature 1 the oil control valve described in Patent Literature 1 is attached to a front surface of the cylinder head, and is exposed to exhaust air from a radiator in front of the cylinder head.
- an exhaust pipe is positioned below the oil control valve, and the oil control valve is also exposed to hot air from the exhaust pipe. Therefore, there is a problem that operation characteristics of the oil control valve are changed, and operation accuracy and durability are lowered.
- the present invention is made in view of the above problem, and an object of the present invention is to provide an installation structure for an oil control valve capable of suppressing heat damage to an oil control valve.
- an installation structure for an oil control valve configured to control a hydraulic pressure to a variable valve device, in an engine in which a cylinder head cover is provided on a cylinder head, and the variable valve device that is configured to change an opening and closing timing of a valve by the hydraulic pressure is mounted.
- the installation structure includes: a first slope that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and a second slope that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover.
- a radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope.
- FIG. 1 is a left side view of an engine and a vehicle body frame according to the
- FIG. 3 is a schematic view of a variable valve system according to the present embodiment.
- FIG. 5 is a top view of the engine according to the present embodiment.
- FIG. 6 is a side view showing flow of exhaust air from a radiator according to the present embodiment.
- FIG. 7 is a top view showing the flow of the exhaust air from the radiator according to the present embodiment.
- a variable valve device that changes an opening and closing timing of a valve by a hydraulic pressure is mounted on an engine according to one aspect of the present invention, and a hydraulic pressure to the variable valve device is controlled by an oil control valve.
- a first slope that slopes upward and rearward from a front end and a second slope that slopes downward and rearward from a rear end of the first slope are formed on an upper surface of a cylinder head cover provided on a cylinder head.
- a radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope.
- exhaust air from the radiator is directed obliquely upward toward the rear by the first slope of the cylinder head cover, making it difficult for the exhaust air to hit the oil control valve on the second slope. Therefore, a temperature rise of the oil control valve is suppressed, and operation accuracy and durability of the oil control valve are improved.
- FIG. 1 is a left side view of an engine and a vehicle body frame according to the present embodiment.
- an arrow FR indicates a vehicle front side
- an arrow RE indicates a vehicle rear side
- an arrow L indicates a vehicle left side
- an arrow R indicates a vehicle right side.
- a straddle-type vehicle includes various components such as an engine 20 and an electrical system mounted on a cradle type vehicle body frame 10 .
- the vehicle body frame 10 includes a main tube 12 extending rearward from an upper portion of a head pipe 11 and then bent downward, and a down tube 13 extending downward from a lower portion of the head pipe 11 and then bent rearward.
- a rear end portion of the down tube 13 is bonded to a lower end portion of the main tube 12 to form an installation space for the engine 20 inside the vehicle body frame 10 .
- the main tube 12 supports a rear side of the engine 20
- the down tube 13 supports a front side and a lower side of the engine 20 .
- the engine 20 is a parallel two-cylinder engine, and includes a crankcase 21 , a cylinder 22 provided on the crankcase 21 , a cylinder head 23 provided on the cylinder 22 , and a cylinder head cover 24 provided on the cylinder head 23 .
- a magneto cover 25 that covers a magneto (not shown) from the side is attached to a left side surface of the crankcase 21 .
- a sprocket cover 26 that covers a drive sprocket (not shown) from the side is attached to a rear of the magneto cover 25 .
- a clutch cover 27 (see FIG. 5 ) that covers a clutch (not shown) from the side is attached to a right side surface of the crankcase 21 .
- a valve operating chamber is formed inside the cylinder head 23 and the cylinder head cover 24 .
- a variable valve device 30 (see FIG. 2 ) that changes an opening and closing timing (valve lift amount) of an intake valve 31 (see FIG. 2 ) and an exhaust valve 32 (see FIG. 2 ) by a hydraulic pressure is mounted in the valve operating chamber.
- An oil control valve 60 that controls a hydraulic pressure to the variable valve device 30 is installed on an outer surface of the cylinder head cover 24 .
- the engine 20 is provided with a secondary air supply device that promotes combustion of unburned gas in exhaust, and a secondary air reed valve 28 that supplies secondary air to an exhaust system of the engine 20 and inhibits backflow of exhaust gas is installed.
- a radiator 80 that dissipates heat from cooling water (refrigerant) for the engine 20 is installed in front of the engine 20 .
- the cooling water warmed inside the engine 20 is sent out to the radiator 80 , and heat is exchanged between the cooling water flowing through the radiator 80 and traveling wind passing through the radiator 80 .
- a cooling fan 87 (see FIG. 4 ) that takes in hot air from the radiator 80 is attached to a rear surface of the radiator 80 .
- the cooling fan 87 is rotationally driven and the outside air is sent into the radiator 80 , and the cooling water inside the radiator 80 is forcibly cooled.
- the radiator 80 is installed in front of the cylinder head cover 24 , when the oil control valve 60 is exposed to exhaust air from the radiator 80 , operation accuracy and durability of the oil control valve 60 are lowered due to a temperature rise of the oil control valve 60 . Therefore, in the present embodiment, the oil control valve 60 is installed behind the cylinder head cover 24 . Further, an upper surface of the cylinder head cover 24 is inclined, and a valve case 97 of the secondary air reed valve 28 is formed on the upper surface of the cylinder head cover 24 , so that flow of the exhaust air from the radiator 80 can be diverted from the oil control valve 60 .
- FIG. 2 is a schematic top view of the variable valve device according to the present embodiment.
- FIG. 3 is a schematic view of a variable valve system according to the present embodiment.
- the cylinder head 23 is provided with four intake valves 31 each for opening and closing an intake port (not shown) and four exhaust valves 32 each for opening and closing an exhaust port (not shown) (only two of each are shown in FIG. 2 ).
- the variable valve device 30 is installed above the intake valve 31 and the exhaust valve 32 .
- the variable valve device 30 is provided with a camshaft 33 common to an intake side and an exhaust side, and rocker shafts 34 and 35 on the intake side and the exhaust side parallel to the camshaft 33 .
- a low-speed cam 36 , a high-speed cam 37 , and an exhaust cam 38 having different cam lobes are formed on an outer peripheral surface of the camshaft 33 .
- rocker arms 41 a and 41 b Two types of rocker arms 41 a and 41 b (only one of each is shown in FIG. 2 ) are swingably supported on the rocker shaft 34 on the intake side.
- a roller 42 a in rolling contact with the low-speed cam 36 is rotatably supported at one end of the rocker arm 41 a on the intake side, and a pair of intake valves 31 are connected to the other end of the rocker arm 41 a which is bifurcated.
- a roller 42 b in rolling contact with the high-speed cam 37 is rotatably supported at one end of the rocker arm 41 b on the intake side, but the intake valve 31 is not connected to the other end of the rocker arm 41 b .
- the rocker arms 41 a and 41 b are switched between a connected state and a non-connected state by a switching mechanism 50 .
- a portion of a connecting pin 52 of the rocker arm 41 b is pushed into a housing hole of the rocker arm 41 a to connect the rocker arms 41 a and 41 b .
- the portion of the connecting pin 52 is pushed back from the housing hole of the rocker arm 41 a to release the connection between the rocker arms 41 a and 41 b .
- a pair of rocker arms 43 (only one is shown in FIG. 2 ) are swingably supported on the rocker shaft 35 on the exhaust side.
- a roller 44 in rolling contact with the exhaust cam 38 is rotatably supported at one end of the rocker arm 43 on the exhaust side, and a pair of exhaust valves 32 are connected to the other end of the rocker arm 43 which is bifurcated.
- the rocker arms 41 a and 41 b are not connected when the engine 20 is rotated at a low speed and at a medium speed. Therefore, the rocker arm 41 a is swung by the low-speed cam 36 , and the rocker arm 41 b is swung by the high-speed cam 37 . Since the pair of intake valves 31 are connected to the rocker arm 41 a , the pair of intake valves 31 are moved as the low-speed cam 36 rotates. The cam lobe of the low-speed cam 36 is low, and a valve lift amount of the pair of intake valves 31 is low. It should be noted that since the intake valve 31 is not connected to the rocker arm 41 b , the rocker arm 41 b is idling as the high-speed cam 37 rotates.
- the rocker arms 41 a and 41 b are connected when the engine 20 is rotated at a high speed. Therefore, the rocker arms 41 a and 41 b are integrally swung by the high-speed cam 37 . Since the pair of intake valves 31 are connected to the rocker arm 41 b via the rocker arm 41 a , the pair of intake valves 31 are moved as the high-speed cam 37 rotates. The cam lobe of the high-speed cam 37 is high, and a valve lift amount of the pair of intake valves 31 is high. Thus, in the variable valve device 30 , the connected state of the rocker arms 41 a and 41 b is switched to switch the low-speed cam 36 and the high-speed cam 37 that move the intake valve 31 .
- an oil supply passage 71 extends from an oil pan 29 toward the oil control valve 60 .
- Oil is pumped up from the oil pan 29 by an oil pump 72 in the middle of the oil supply passage 71 and supplied to the oil control valve 60 through an oil filter 73 .
- the oil control valve 60 includes a valve portion 61 that controls flow of the oil and a solenoid portion 62 that operates the valve portion 61 .
- a valve spool (not shown) in the valve portion 61 is advanced and retracted by the solenoid portion 62 to switch an oil passage in the oil control valve 60 .
- An input port 63 , a low speed port 64 , a high speed port 65 , and a drain port 66 are formed on the valve portion 61 .
- the oil supply passage 71 communicates with the input port 63
- a dead end passage 79 communicates with the low speed port 64
- an operating passage 74 communicates with the high speed port 65
- a drain passage 75 communicates with the drain port 66 .
- a discharge destination of the dead end passage 79 is blocked, and the operating passage 74 extends from the oil control valve 60 toward the switching mechanism 50 .
- the drain passage 75 extends from the oil control valve 60 to above the oil pan 29 , and drops the oil into the oil pan 29 from an outlet of the drain passage 75 .
- the input port 63 communicates with one of the low speed port 64 and the high speed port 65
- the drain port 66 communicates with the other one of the low speed port 64 and the high speed port 65 .
- the oil is discharged from the oil control valve 60 to one of the dead end passage 79 and the operating passage 74 , and excess oil is discharged to the oil control valve 60 (drain passage 75 ) from the other one of the dead end passage 79 and the operating passage 74 .
- the oil control valve 60 controls a hydraulic pressure to the switching mechanism 50 .
- the rocker arms 41 a and 41 b are adjacent to each other, but upper portions of the rocker arms 41 a and 41 b face each other with a small gap therebetween.
- Housing holes 51 a and 51 b parallel to the camshaft 33 are respectively formed in the upper portions of the rocker arms 41 a and 41 b .
- Hole diameters of the housing hole 51 a in the rocker arm 41 a and the housing hole 51 b in the rocker arm 41 b match with each other, and the housing holes 51 a and 51 b are coaxially formed so as to communicate with each other in a state of not being lifted up.
- the connecting pin 52 is installed in the housing hole 51 b in the rocker arm 41 b
- a return pin 53 is installed in the housing hole 51 a in the rocker arm 41 a.
- a sliding chamber 54 is formed on one side of the cylinder head 23 with respect to the rocker arm 41 b , and a hydraulic piston 55 is installed in the sliding chamber 54 .
- a pressing surface of the hydraulic piston 55 is in contact with the connecting pin 52 , and the connecting pin 52 is moved to the other side by the hydraulic piston 55 .
- a sliding chamber 56 is formed on the other side of the cylinder head 23 with respect to the rocker arm 41 a .
- a spring pin 57 is installed in the sliding chamber 56 .
- a pressing surface of the spring pin 57 is in contact with the return pin 53 , and the return pin 53 is moved to one side by the spring pin 57 .
- a sensing arm 69 extends from the spring pin 57 to the other side.
- the connected state of the rocker arms 41 a and 41 b is switched by moving the connecting pin 52 by a hydraulic pressure.
- the pair of intake valves 31 are operated by the low-speed cam 36 via the rocker arm 41 a in the non-connected state of the rocker arms 41 a and 41 b .
- the pair of intake valves 31 are operated by the high-speed cam 37 via the rocker arms 41 a and 41 b in the connected state of the rocker arms 41 a and 41 b .
- the connected state of the rocker arms 41 a and 41 b is switched by the connecting pin 52 , thereby switching the cams that move the pair of intake valves 31 .
- variable valve device 30 is provided with an engine control module (ECM) 76 , an engine angle sensor 77 , and a switching sensor 78 .
- ECM engine control module
- An engine speed is detected by the engine angle sensor 77 , and a connection command signal is output from the ECM 76 to the solenoid portion 62 when the engine speed is equal to or more than a predetermined speed and a release command signal is output from the ECM 76 to the solenoid portion 62 when the engine speed falls below the predetermined speed.
- the switching sensor 78 detects switching between the connected state and the non-connected state of the rocker arms 41 a and 41 b based on a movement of a tip of the sensing arm 69 .
- a failure of the variable valve device 30 such as a defective switching operation can be determined by comparing a command signal from the ECM 76 and a detection signal from the switching sensor 78 .
- FIG. 4 is a left side view of the engine according to the present embodiment.
- FIG. 5 is a top view of the engine according to the present embodiment.
- the radiator 80 is provided in front of the cylinder head cover 24 .
- the radiator 80 includes a radiator core 81 that exchanges heat by a large number of thin tubes or heat radiating fins, an inflow tank 82 that causes the cooling water to flow in from a right side of the radiator core 81 , and an outflow tank 83 that causes the cooling water to flow out from a left side of the radiator core 81 .
- a water supply port 85 is connected to the inflow tank 82 via a water supply pipe 84 , and a radiator cap 86 is attached to the water supply port 85 .
- the cooling fan 87 that guides outside air toward the radiator core 81 when the vehicle is stopped is provided on a back side of the radiator core 81 .
- the magneto cover 25 and the sprocket cover 26 are provided on a left side surface of the engine 20 , and a water pump 88 is attached to a lower side of the magneto cover 25 and the sprocket cover 26 .
- a discharge port of the water pump 88 is connected to a water jacket inside the cylinder 22 through a first outlet pipe 91 , and a water jacket inside the cylinder head 23 is connected to a thermostat case 89 through a second outlet pipe 92 .
- the thermostat case 89 is provided at the water supply port 85 , and a thermostat (not shown) that controls flow of the cooling water to the inflow tank 82 is housed in the thermostat case 89 .
- the outflow tank 83 is connected to an inflow port of the water pump 88 through an inlet pipe 93 .
- a bypass pipe 94 that bypasses the radiator 80 and is directed to the inlet pipe 93 is connected to the thermostat case 89 .
- the thermostat When a temperature of the cooling water is lower than a predetermined temperature, the thermostat is closed to block the flow of the cooling water from the engine 20 toward the radiator 80 , and the cooling water is returned to the water pump 88 by bypassing the radiator 80 through the bypass pipe 94 .
- the thermostat is opened and the cooling water flows from the engine 20 to the radiator 80 to effectively cool the engine 20 .
- the radiator 80 is installed in front of the cylinder head cover 24 , and the oil control valve 60 is installed on a rear side of the upper surface of the cylinder head cover 24 .
- a first slope 95 that slopes upward and rearward from a front end and a second slope 96 that slopes downward and rearward from a rear end of the first slope 95 are formed on the upper surface of the cylinder head cover 24 .
- the switching mechanism 50 (see FIG. 3 ) is provided on the intake side in the cylinder head cover 24 , and the first slope 95 that is an uphill whose front side is gentle and the second slope 96 that is a downhill whose rear side is steep are formed with an upper region of the switching mechanism 50 as a boundary.
- the oil control valve 60 is installed on the second slope 96 of the cylinder head cover 24 with a central axis of the oil control valve 60 oriented in a vehicle width direction.
- a windbreak is formed on the upper surface of the cylinder head cover 24 by the first slope 95 and the second slope 96 , and the exhaust air from the radiator 80 is diverted obliquely upward toward the rear, making it difficult for the exhaust air to flow toward the oil control valve 60 .
- a portion of the oil control valve 60 protrudes upward with respect to a top of the cylinder head cover 24 (a vertex between the first slope 95 and the second slope 96 ), and the oil control valve 60 is located at substantially the same height as an upper end of the radiator 80 .
- the valve case 97 of the secondary air reed valve 28 bulges upward from the first slope 95 of the cylinder head cover 24 .
- a valve cover 98 is attached on the valve case 97 and is located at substantially the same height as the oil control valve 60 .
- a nipple 99 is formed on the valve cover 98 , and is located at the uppermost level.
- the valve case 97 is positioned at a center of the cylinder head cover 24 in the vehicle width direction, and a portion of the valve cover 98 overlaps with the oil control valve 60 in a front-rear direction.
- the exhaust air from the radiator 80 is blocked by the valve cover 98 , making it difficult for the exhaust air to flow toward the oil control valve 60 .
- a plurality of cylinders are formed in the engine 20 , and the oil control valve 60 is attached to the center of the cylinder head cover 24 in the vehicle width direction between adjacent cylinders. Since even when the exhaust air from the radiator 80 flows around the cylinder head cover 24 from the side, the oil control valve 60 is positioned at a center in the vehicle width direction, it is difficult for the exhaust air from the radiator 80 to hit the oil control valve 60 . In addition, a length of a hydraulic pressure path from the oil control valve 60 to the variable valve device 30 (see FIG. 2 ) of each cylinder is made uniform and a fluctuation in hydraulic pressure to the variable valve device 30 of each cylinder is eliminated, and thus, operation accuracy of the variable valve device 30 can be improved.
- the cooling fan 87 is provided on the rear surface of the radiator 80 , and the cooling fan 87 is operated when a temperature of the cooling water in the radiator 80 is increased. Therefore, in the oil control valve 60 , in order to make it difficult for high-temperature exhaust air from the cooling fan 87 to hit the solenoid portion 62 , which is particularly sensitive to heat, the cooling fan 87 and the solenoid portion 62 are installed separately to the left and right.
- the cooling fan 87 is brought to one side (right side) of the rear surface of the radiator 80 in the vehicle width direction, and the solenoid portion 62 of the oil control valve 60 is located on the other side (left side) of the cylinder head cover 24 in the vehicle width direction.
- the oil is supplied to the oil control valve 60 from the crankcase 21 through an oil pipe 100 .
- One end of the oil pipe 100 is connected to a main gallery (not shown) at a front portion of the crankcase 21 , and the other end of the oil pipe 100 is connected to the input port 63 (see FIG. 3 ) at a lower portion of the oil control valve 60 .
- the oil pipe 100 extends downward from the oil control valve 60 , passes through, in a front-rear direction, an outside of the cylinder head 23 in the vehicle width direction below the radiator 80 , and reaches the crankcase 21 so as to bypass a front side of the magneto cover 25 .
- the oil pipe 100 is disposed so as to avoid the radiator 80 when viewed from the side.
- the oil pipe 100 extends from the oil control valve 60 to the other side (left side) in the vehicle width direction, and the oil pipe 100 is disposed so as to avoid a rear of the cooling fan 87 on the one side (right side) in the vehicle width direction. It is difficult for the exhaust air from the radiator 80 and the cooling fan 87 to hit the oil pipe 100 , and a temperature rise of the oil in the oil pipe 100 is suppressed. In addition, by stabilizing the temperature of the oil, operation characteristics of the oil control valve 60 are stabilized. The oil is directly supplied to the oil control valve 60 from the main gallery of the crankcase 21 through the oil pipe 100 , and thus pressure loss is minimized.
- FIG. 6 is a side view showing the flow of the exhaust air from the radiator according to the present embodiment.
- FIG. 7 is a top view showing the flow of the exhaust air from the radiator according to the present embodiment.
- the cylinder head cover 24 is located at a rear of the radiator 80 and exhaust air F 1 from the radiator 80 is blown against the cylinder head cover 24 .
- the upper surface of the cylinder head cover 24 is formed in a mountain-like shape when viewed from the side by the first slope 95 and the second slope 96 , and when the exhaust air F 1 is blown against the first slope 95 , the exhaust air F 1 is caused to flow obliquely upward toward the rear along the first slope 95 .
- the oil control valve 60 is installed on the second slope 96 , and although the oil control valve 60 protrudes upward from a vertex of the cylinder head cover 24 , it is difficult for the exhaust air F 1 to hit the oil control valve 60 .
- the oil control valve 60 is hidden behind the cylinder head cover 24 when viewed from a direction of flow of the exhaust air F 1 from the radiator 80 .
- Most of the oil control valve 60 is located below an extension line L of the first slope 95 . Therefore, most of the exhaust air F 1 flows backward without hitting the oil control valve 60 , thereby suppressing the temperature rise of the oil control valve 60 due to the exhaust air F 1 , and improving the operation accuracy and the durability of the oil control valve 60 .
- the entire oil control valve 60 may be located below the extension line L of the first slope 95 .
- valve case 97 bulges from the first slope 95 and the valve cover 98 is attached on the valve case 97 .
- the cylinder head 23 is suspended on the vehicle body frame 10 (see FIG. 1 ), and the down tube 13 of the vehicle body frame 10 extends downward through between the radiator 80 and the engine 20 .
- the valve cover 98 and the down tube 13 are positioned at the center in the vehicle width direction, and the valve portion 61 of the oil control valve 60 is also positioned at the center in the vehicle width direction.
- the valve cover 98 and the down tube 13 overlap with the valve portion 61 of the oil control valve 60 in the front-rear direction.
- the down tube 13 , the valve cover 98 , and the valve portion 61 of the oil control valve 60 are linearly arranged in this order from the front when viewed from above. Exhaust air F 2 from the radiator 80 is blocked by the down tube 13 and the valve cover 98 , making it difficult for the exhaust air F 2 to flow toward the oil control valve 60 , thereby suppressing the temperature rise of the oil control valve 60 . Since although a part of the exhaust air F 2 from the radiator 80 flows around the cylinder head cover 24 from the side, the valve portion 61 of the oil control valve 60 is positioned at the center in the vehicle width direction, it is difficult for the exhaust air F 2 to hit the valve portion 61 .
- the solenoid portion 62 of the oil control valve 60 is positioned on an opposite side of the cooling fan 87 with the down tube 13 interposed therebetween in the vehicle width direction. Therefore, even when a temperature of the radiator 80 becomes high and the cooling fan 87 is operated, the solenoid portion 62 is deviated from a flow direction of high-temperature exhaust air F 3 from the cooling fan 87 , thereby suppressing a temperature rise of the solenoid portion 62 , which is sensitive to a high temperature.
- the oil pipe 100 of the oil control valve 60 is also positioned on the opposite side of the cooling fan 87 with the down tube 13 interposed therebetween in the vehicle width direction, and the oil pipe 100 is deviated from the flow direction of the high-temperature exhaust air F 3 from the cooling fan 87 , thereby suppressing a temperature rise of the oil pipe 100 .
- the exhaust air from the radiator 80 is directed obliquely upward toward the rear by the first slope 95 of the cylinder head cover 24 , making it difficult for the exhaust air to hit the oil control valve 60 on the second slope 96 . Therefore, the temperature rise of the oil control valve 60 is suppressed, and the operation accuracy and the durability of the oil control valve 60 are improved.
- valve case of the secondary air reed valve is formed on the cylinder head cover in the present embodiment, the valve case of the secondary air reed valve may not be formed on the cylinder head cover. That is, the engine is not limited to one provided with the secondary air supply device.
- the parallel two-cylinder engine is exemplified as the engine in the present embodiment, a type of the engine is not particularly limited.
- a cradle frame is exemplified as the vehicle body frame in the present embodiment
- a type of the vehicle body frame is not particularly limited as long as the vehicle body frame can suspend the cylinder head.
- the vehicle body frame may be a twin spar frame or a diamond frame.
- a solenoid valve is exemplified as the oil control valve in the present embodiment
- a type of the oil control valve is not particularly limited as long as the oil control valve is a valve capable of controlling the hydraulic pressure to the variable valve device.
- oil control valve and the main gallery are connected by an oil pipe passing through an outside of the engine in the present embodiment, the oil control valve and the main gallery may be connected by an oil passage inside the engine.
- a central axis of the oil control valve is oriented in the vehicle width direction in the present embodiment, the orientation of the central axis of the oil control valve is not particularly limited.
- the central axis of the oil control valve may be oriented in the front-rear direction.
- the installation structure for an oil control valve may be applied not only to the illustrated straddle-type vehicle, and but also to other types of straddle-type vehicles.
- the straddle-type vehicle is not limited to general vehicles on which a rider rides in a posture of straddling a seat, and also includes small-sized scooter-type vehicles on which a rider rides without straddling a seat.
- a first aspect is an installation structure for an oil control valve ( 60 ) configured to control a hydraulic pressure to a variable valve device, in an engine ( 20 ) in which a cylinder head cover ( 24 ) is provided on a cylinder head ( 23 ), and the variable valve device ( 30 ) that is configured to change an opening and closing timing of a valve (intake valve 31 , exhaust valve 32 ) by a hydraulic pressure is mounted.
- the installation structure includes: a first slope ( 95 ) that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and a second slope ( 96 ) that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover.
- a radiator ( 80 ) is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope. According to this configuration, an exhaust air from the radiator is directed obliquely upward toward the rear by the first slope of the cylinder head cover, making it difficult for the exhaust air to hit the oil control valve on the second slope. Therefore, a temperature rise of the oil control valve is suppressed, and operation accuracy and durability of the oil control valve are improved.
- a second aspect is the structure in which a valve case ( 97 ) of a secondary air reed valve ( 28 ) that is configured to supply secondary air to an exhaust system of the engine bulges upward from the first slope, and a valve cover ( 98 ) is attached to the valve case, and a portion of the valve cover overlaps with the oil control valve in a front-rear direction, in addition to the first aspect.
- the exhaust air from the radiator is blocked by the valve cover of the secondary air reed valve, and the temperature rise of the oil control valve is suppressed.
- a third aspect is the structure in which the cylinder head is suspended on a vehicle body frame ( 10 ), and the vehicle body frame includes a down tube ( 13 ) extending downward from a head pipe ( 11 ) through between the radiator and the engine, and the down tube overlaps with the oil control valve in a front-rear direction, in addition to the first aspect or the second aspect. According to this configuration, the exhaust air from the radiator is blocked by the down tube, and the temperature rise of the oil control valve is suppressed.
- a fifth aspect is the structure in which a cooling fan ( 87 ) is provided on a rear surface of the radiator, the oil control valve includes a valve portion ( 61 ) that is configured to control flow of oil and a solenoid portion ( 62 ) that is configured to operate the valve portion, and the cooling fan is positioned on one side in a vehicle width direction, and the solenoid portion is positioned on the other side in the vehicle width direction, in addition to any one aspect of the first aspect to the fourth aspect.
- a sixth aspect is the structure in which oil is to be supplied to the oil control valve from a crankcase ( 21 ) of the engine through an oil pipe ( 100 ), and one end of the oil pipe is connected to a front portion of the crankcase, the other end of the oil pipe is connected to a lower portion of the oil control valve, and the oil pipe extends in a front-rear direction below the radiator through an outside of the cylinder head in a vehicle width direction, in addition to any one aspect of the first aspect to the fifth aspect.
- this configuration it is difficult for the exhaust air from the radiator to hit the oil pipe, and a temperature rise of the oil in the oil pipe is suppressed.
- By stabilizing the temperature of the oil operation characteristics of the oil control valve can be stabilized.
- the technique of the present invention is not limited to the above-described embodiment, and various changes, substitutions, and modifications may be made without departing from the spirit of the technical concept of the present invention.
- the present invention may be implemented by other methods as long as the technical concept can be implemented by the methods through advance of the technique or other derivative techniques. Therefore, the scope of the claims covers all embodiments that may be included within the scope of the technical concept.
Abstract
There is provided an installation structure for an oil control valve configured to control a hydraulic pressure to a variable valve device, in an engine in which a cylinder head cover is provided on a cylinder head, and the variable valve device that is configured to change an opening and closing timing of a valve by a hydraulic pressure is mounted. The installation structure includes: a first slope that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and a second slope that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover. A radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope.
Description
- This application is based upon and claims the benefit of priority from prior Japanese patent application No. 2022-101977, filed on Jun. 24, 2022, the entire contents of which are incorporated herein by reference.
- The present invention relates to an installation structure for an oil control valve.
- For the purpose of high output, low fuel consumption, and decreased exhaust gas, a variable valve timing system is employed, which controls an opening and closing timing of a valve by a variable valve device according to an operating state of an engine. As the variable valve timing system, there is a system in which an oil control valve installed on an outer surface of a cylinder head controls a hydraulic pressure to the variable valve device (see, for example, Patent Literature 1). Oil controlled by the oil control valve is supplied to the variable valve device, and the variable valve device switches between a cam for low speed rotation and a cam for high speed rotation to adjust the opening and closing timing of the valve.
- Patent Literature 1: JP6853838B
- However, the oil control valve described in Patent Literature 1 is attached to a front surface of the cylinder head, and is exposed to exhaust air from a radiator in front of the cylinder head. In addition, an exhaust pipe is positioned below the oil control valve, and the oil control valve is also exposed to hot air from the exhaust pipe. Therefore, there is a problem that operation characteristics of the oil control valve are changed, and operation accuracy and durability are lowered.
- The present invention is made in view of the above problem, and an object of the present invention is to provide an installation structure for an oil control valve capable of suppressing heat damage to an oil control valve.
- There is provided an installation structure for an oil control valve configured to control a hydraulic pressure to a variable valve device, in an engine in which a cylinder head cover is provided on a cylinder head, and the variable valve device that is configured to change an opening and closing timing of a valve by the hydraulic pressure is mounted. The installation structure includes: a first slope that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and a second slope that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover. A radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope.
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FIG. 1 is a left side view of an engine and a vehicle body frame according to the - present embodiment.
-
FIG. 2 is a schematic top view of a variable valve device according to the present embodiment. -
FIG. 3 is a schematic view of a variable valve system according to the present embodiment. -
FIG. 4 is a left side view of the engine according to the present embodiment. -
FIG. 5 is a top view of the engine according to the present embodiment. -
FIG. 6 is a side view showing flow of exhaust air from a radiator according to the present embodiment. -
FIG. 7 is a top view showing the flow of the exhaust air from the radiator according to the present embodiment. - A variable valve device that changes an opening and closing timing of a valve by a hydraulic pressure is mounted on an engine according to one aspect of the present invention, and a hydraulic pressure to the variable valve device is controlled by an oil control valve. In an installation structure for an oil control valve, a first slope that slopes upward and rearward from a front end and a second slope that slopes downward and rearward from a rear end of the first slope are formed on an upper surface of a cylinder head cover provided on a cylinder head. A radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope. Thus, exhaust air from the radiator is directed obliquely upward toward the rear by the first slope of the cylinder head cover, making it difficult for the exhaust air to hit the oil control valve on the second slope. Therefore, a temperature rise of the oil control valve is suppressed, and operation accuracy and durability of the oil control valve are improved.
- Hereinafter, the present embodiment will be described in detail with reference to the accompanying drawings.
FIG. 1 is a left side view of an engine and a vehicle body frame according to the present embodiment. In addition, in the following drawings, an arrow FR indicates a vehicle front side, an arrow RE indicates a vehicle rear side, an arrow L indicates a vehicle left side, and an arrow R indicates a vehicle right side. - As shown in
FIG. 1 , a straddle-type vehicle includes various components such as anengine 20 and an electrical system mounted on a cradle typevehicle body frame 10. Thevehicle body frame 10 includes amain tube 12 extending rearward from an upper portion of ahead pipe 11 and then bent downward, and adown tube 13 extending downward from a lower portion of thehead pipe 11 and then bent rearward. A rear end portion of thedown tube 13 is bonded to a lower end portion of themain tube 12 to form an installation space for theengine 20 inside thevehicle body frame 10. Themain tube 12 supports a rear side of theengine 20, and thedown tube 13 supports a front side and a lower side of theengine 20. - The
engine 20 is a parallel two-cylinder engine, and includes acrankcase 21, acylinder 22 provided on thecrankcase 21, acylinder head 23 provided on thecylinder 22, and acylinder head cover 24 provided on thecylinder head 23. Amagneto cover 25 that covers a magneto (not shown) from the side is attached to a left side surface of thecrankcase 21. Asprocket cover 26 that covers a drive sprocket (not shown) from the side is attached to a rear of themagneto cover 25. A clutch cover 27 (seeFIG. 5 ) that covers a clutch (not shown) from the side is attached to a right side surface of thecrankcase 21. - A valve operating chamber is formed inside the
cylinder head 23 and thecylinder head cover 24. A variable valve device 30 (seeFIG. 2 ) that changes an opening and closing timing (valve lift amount) of an intake valve 31 (seeFIG. 2 ) and an exhaust valve 32 (seeFIG. 2 ) by a hydraulic pressure is mounted in the valve operating chamber. Anoil control valve 60 that controls a hydraulic pressure to thevariable valve device 30 is installed on an outer surface of thecylinder head cover 24. Theengine 20 is provided with a secondary air supply device that promotes combustion of unburned gas in exhaust, and a secondaryair reed valve 28 that supplies secondary air to an exhaust system of theengine 20 and inhibits backflow of exhaust gas is installed. - A
radiator 80 that dissipates heat from cooling water (refrigerant) for theengine 20 is installed in front of theengine 20. The cooling water warmed inside theengine 20 is sent out to theradiator 80, and heat is exchanged between the cooling water flowing through theradiator 80 and traveling wind passing through theradiator 80. A cooling fan 87 (seeFIG. 4 ) that takes in hot air from theradiator 80 is attached to a rear surface of theradiator 80. When a temperature of the cooling water exceeds a predetermined temperature while the vehicle is stopped or traveling at a low speed, thecooling fan 87 is rotationally driven and the outside air is sent into theradiator 80, and the cooling water inside theradiator 80 is forcibly cooled. - In such a straddle-type vehicle, since the
radiator 80 is installed in front of thecylinder head cover 24, when theoil control valve 60 is exposed to exhaust air from theradiator 80, operation accuracy and durability of theoil control valve 60 are lowered due to a temperature rise of theoil control valve 60. Therefore, in the present embodiment, theoil control valve 60 is installed behind thecylinder head cover 24. Further, an upper surface of thecylinder head cover 24 is inclined, and avalve case 97 of the secondaryair reed valve 28 is formed on the upper surface of thecylinder head cover 24, so that flow of the exhaust air from theradiator 80 can be diverted from theoil control valve 60. - Here, the variable valve device according to the present embodiment will be described with reference to
FIGS. 2 and 3 .FIG. 2 is a schematic top view of the variable valve device according to the present embodiment.FIG. 3 is a schematic view of a variable valve system according to the present embodiment. - As shown in
FIGS. 2 and 3 , thecylinder head 23 is provided with fourintake valves 31 each for opening and closing an intake port (not shown) and fourexhaust valves 32 each for opening and closing an exhaust port (not shown) (only two of each are shown inFIG. 2 ). Thevariable valve device 30 is installed above theintake valve 31 and theexhaust valve 32. Thevariable valve device 30 is provided with acamshaft 33 common to an intake side and an exhaust side, androcker shafts camshaft 33. A low-speed cam 36, a high-speed cam 37, and anexhaust cam 38 having different cam lobes are formed on an outer peripheral surface of thecamshaft 33. - Two types of
rocker arms FIG. 2 ) are swingably supported on therocker shaft 34 on the intake side. Aroller 42 a in rolling contact with the low-speed cam 36 is rotatably supported at one end of therocker arm 41 a on the intake side, and a pair ofintake valves 31 are connected to the other end of therocker arm 41 a which is bifurcated. On the other hand, aroller 42 b in rolling contact with the high-speed cam 37 is rotatably supported at one end of therocker arm 41 b on the intake side, but theintake valve 31 is not connected to the other end of therocker arm 41 b. Therocker arms switching mechanism 50. - In the
switching mechanism 50, a portion of a connectingpin 52 of therocker arm 41 b is pushed into a housing hole of therocker arm 41 a to connect therocker arms switching mechanism 50, the portion of the connectingpin 52 is pushed back from the housing hole of therocker arm 41 a to release the connection between therocker arms FIG. 2 ) are swingably supported on therocker shaft 35 on the exhaust side. Aroller 44 in rolling contact with theexhaust cam 38 is rotatably supported at one end of therocker arm 43 on the exhaust side, and a pair ofexhaust valves 32 are connected to the other end of therocker arm 43 which is bifurcated. - The
rocker arms engine 20 is rotated at a low speed and at a medium speed. Therefore, therocker arm 41 a is swung by the low-speed cam 36, and therocker arm 41 b is swung by the high-speed cam 37. Since the pair ofintake valves 31 are connected to therocker arm 41 a, the pair ofintake valves 31 are moved as the low-speed cam 36 rotates. The cam lobe of the low-speed cam 36 is low, and a valve lift amount of the pair ofintake valves 31 is low. It should be noted that since theintake valve 31 is not connected to therocker arm 41 b, therocker arm 41 b is idling as the high-speed cam 37 rotates. - The
rocker arms engine 20 is rotated at a high speed. Therefore, therocker arms speed cam 37. Since the pair ofintake valves 31 are connected to therocker arm 41 b via therocker arm 41 a, the pair ofintake valves 31 are moved as the high-speed cam 37 rotates. The cam lobe of the high-speed cam 37 is high, and a valve lift amount of the pair ofintake valves 31 is high. Thus, in thevariable valve device 30, the connected state of therocker arms speed cam 36 and the high-speed cam 37 that move theintake valve 31. - As shown in
FIG. 3 , in avariable valve system 70, anoil supply passage 71 extends from anoil pan 29 toward theoil control valve 60. Oil is pumped up from theoil pan 29 by anoil pump 72 in the middle of theoil supply passage 71 and supplied to theoil control valve 60 through anoil filter 73. Theoil control valve 60 includes avalve portion 61 that controls flow of the oil and asolenoid portion 62 that operates thevalve portion 61. A valve spool (not shown) in thevalve portion 61 is advanced and retracted by thesolenoid portion 62 to switch an oil passage in theoil control valve 60. - An
input port 63, alow speed port 64, ahigh speed port 65, and adrain port 66 are formed on thevalve portion 61. Theoil supply passage 71 communicates with theinput port 63, adead end passage 79 communicates with thelow speed port 64, anoperating passage 74 communicates with thehigh speed port 65, and adrain passage 75 communicates with thedrain port 66. A discharge destination of thedead end passage 79 is blocked, and theoperating passage 74 extends from theoil control valve 60 toward theswitching mechanism 50. Thedrain passage 75 extends from theoil control valve 60 to above theoil pan 29, and drops the oil into theoil pan 29 from an outlet of thedrain passage 75. - By moving a valve spool of the
oil control valve 60, theinput port 63 communicates with one of thelow speed port 64 and thehigh speed port 65, and thedrain port 66 communicates with the other one of thelow speed port 64 and thehigh speed port 65. The oil is discharged from theoil control valve 60 to one of thedead end passage 79 and theoperating passage 74, and excess oil is discharged to the oil control valve 60 (drain passage 75) from the other one of thedead end passage 79 and theoperating passage 74. Thus, theoil control valve 60 controls a hydraulic pressure to theswitching mechanism 50. - The
rocker arms rocker arms camshaft 33 are respectively formed in the upper portions of therocker arms housing hole 51 a in therocker arm 41 a and thehousing hole 51 b in therocker arm 41 b match with each other, and thehousing holes pin 52 is installed in thehousing hole 51 b in therocker arm 41 b, and areturn pin 53 is installed in thehousing hole 51 a in therocker arm 41 a. - A sliding
chamber 54 is formed on one side of thecylinder head 23 with respect to therocker arm 41 b, and ahydraulic piston 55 is installed in the slidingchamber 54. A pressing surface of thehydraulic piston 55 is in contact with the connectingpin 52, and the connectingpin 52 is moved to the other side by thehydraulic piston 55. In addition, a slidingchamber 56 is formed on the other side of thecylinder head 23 with respect to therocker arm 41 a. Aspring pin 57 is installed in the slidingchamber 56. A pressing surface of thespring pin 57 is in contact with thereturn pin 53, and thereturn pin 53 is moved to one side by thespring pin 57. Asensing arm 69 extends from thespring pin 57 to the other side. - In the
switching mechanism 50, the connected state of therocker arms pin 52 by a hydraulic pressure. The pair ofintake valves 31 are operated by the low-speed cam 36 via therocker arm 41 a in the non-connected state of therocker arms intake valves 31 are operated by the high-speed cam 37 via therocker arms rocker arms switching mechanism 50, the connected state of therocker arms pin 52, thereby switching the cams that move the pair ofintake valves 31. - In addition, the
variable valve device 30 is provided with an engine control module (ECM) 76, anengine angle sensor 77, and a switchingsensor 78. An engine speed is detected by theengine angle sensor 77, and a connection command signal is output from theECM 76 to thesolenoid portion 62 when the engine speed is equal to or more than a predetermined speed and a release command signal is output from theECM 76 to thesolenoid portion 62 when the engine speed falls below the predetermined speed. The switchingsensor 78 detects switching between the connected state and the non-connected state of therocker arms sensing arm 69. A failure of thevariable valve device 30 such as a defective switching operation can be determined by comparing a command signal from theECM 76 and a detection signal from the switchingsensor 78. - A cooling structure of the engine and the installation structure for an oil control valve will be described with reference to
FIGS. 4 and 5 .FIG. 4 is a left side view of the engine according to the present embodiment.FIG. 5 is a top view of the engine according to the present embodiment. - As shown in
FIGS. 4 and 5 , theradiator 80 is provided in front of thecylinder head cover 24. Theradiator 80 includes aradiator core 81 that exchanges heat by a large number of thin tubes or heat radiating fins, aninflow tank 82 that causes the cooling water to flow in from a right side of theradiator core 81, and anoutflow tank 83 that causes the cooling water to flow out from a left side of theradiator core 81. Awater supply port 85 is connected to theinflow tank 82 via awater supply pipe 84, and aradiator cap 86 is attached to thewater supply port 85. The coolingfan 87 that guides outside air toward theradiator core 81 when the vehicle is stopped is provided on a back side of theradiator core 81. - As described above, the
magneto cover 25 and thesprocket cover 26 are provided on a left side surface of theengine 20, and awater pump 88 is attached to a lower side of themagneto cover 25 and thesprocket cover 26. A discharge port of thewater pump 88 is connected to a water jacket inside thecylinder 22 through afirst outlet pipe 91, and a water jacket inside thecylinder head 23 is connected to athermostat case 89 through asecond outlet pipe 92. Thethermostat case 89 is provided at thewater supply port 85, and a thermostat (not shown) that controls flow of the cooling water to theinflow tank 82 is housed in thethermostat case 89. - The
outflow tank 83 is connected to an inflow port of thewater pump 88 through aninlet pipe 93. Abypass pipe 94 that bypasses theradiator 80 and is directed to theinlet pipe 93 is connected to thethermostat case 89. When a temperature of the cooling water is lower than a predetermined temperature, the thermostat is closed to block the flow of the cooling water from theengine 20 toward theradiator 80, and the cooling water is returned to thewater pump 88 by bypassing theradiator 80 through thebypass pipe 94. When the temperature of the cooling water rises to a predetermined temperature or more, the thermostat is opened and the cooling water flows from theengine 20 to theradiator 80 to effectively cool theengine 20. - The
radiator 80 is installed in front of thecylinder head cover 24, and theoil control valve 60 is installed on a rear side of the upper surface of thecylinder head cover 24. Afirst slope 95 that slopes upward and rearward from a front end and asecond slope 96 that slopes downward and rearward from a rear end of thefirst slope 95 are formed on the upper surface of thecylinder head cover 24. The switching mechanism 50 (seeFIG. 3 ) is provided on the intake side in thecylinder head cover 24, and thefirst slope 95 that is an uphill whose front side is gentle and thesecond slope 96 that is a downhill whose rear side is steep are formed with an upper region of theswitching mechanism 50 as a boundary. - The
oil control valve 60 is installed on thesecond slope 96 of thecylinder head cover 24 with a central axis of theoil control valve 60 oriented in a vehicle width direction. A windbreak is formed on the upper surface of thecylinder head cover 24 by thefirst slope 95 and thesecond slope 96, and the exhaust air from theradiator 80 is diverted obliquely upward toward the rear, making it difficult for the exhaust air to flow toward theoil control valve 60. A portion of theoil control valve 60 protrudes upward with respect to a top of the cylinder head cover 24 (a vertex between thefirst slope 95 and the second slope 96), and theoil control valve 60 is located at substantially the same height as an upper end of theradiator 80. - The
valve case 97 of the secondary air reed valve 28 (seeFIG. 1 ) bulges upward from thefirst slope 95 of thecylinder head cover 24. Avalve cover 98 is attached on thevalve case 97 and is located at substantially the same height as theoil control valve 60. Anipple 99 is formed on thevalve cover 98, and is located at the uppermost level. Thevalve case 97 is positioned at a center of thecylinder head cover 24 in the vehicle width direction, and a portion of thevalve cover 98 overlaps with theoil control valve 60 in a front-rear direction. The exhaust air from theradiator 80 is blocked by thevalve cover 98, making it difficult for the exhaust air to flow toward theoil control valve 60. - A plurality of cylinders are formed in the
engine 20, and theoil control valve 60 is attached to the center of thecylinder head cover 24 in the vehicle width direction between adjacent cylinders. Since even when the exhaust air from theradiator 80 flows around thecylinder head cover 24 from the side, theoil control valve 60 is positioned at a center in the vehicle width direction, it is difficult for the exhaust air from theradiator 80 to hit theoil control valve 60. In addition, a length of a hydraulic pressure path from theoil control valve 60 to the variable valve device 30 (seeFIG. 2 ) of each cylinder is made uniform and a fluctuation in hydraulic pressure to thevariable valve device 30 of each cylinder is eliminated, and thus, operation accuracy of thevariable valve device 30 can be improved. - As described above, the cooling
fan 87 is provided on the rear surface of theradiator 80, and the coolingfan 87 is operated when a temperature of the cooling water in theradiator 80 is increased. Therefore, in theoil control valve 60, in order to make it difficult for high-temperature exhaust air from the coolingfan 87 to hit thesolenoid portion 62, which is particularly sensitive to heat, the coolingfan 87 and thesolenoid portion 62 are installed separately to the left and right. In the present embodiment, the coolingfan 87 is brought to one side (right side) of the rear surface of theradiator 80 in the vehicle width direction, and thesolenoid portion 62 of theoil control valve 60 is located on the other side (left side) of thecylinder head cover 24 in the vehicle width direction. - The oil is supplied to the
oil control valve 60 from thecrankcase 21 through anoil pipe 100. One end of theoil pipe 100 is connected to a main gallery (not shown) at a front portion of thecrankcase 21, and the other end of theoil pipe 100 is connected to the input port 63 (seeFIG. 3 ) at a lower portion of theoil control valve 60. Theoil pipe 100 extends downward from theoil control valve 60, passes through, in a front-rear direction, an outside of thecylinder head 23 in the vehicle width direction below theradiator 80, and reaches thecrankcase 21 so as to bypass a front side of themagneto cover 25. Thus, theoil pipe 100 is disposed so as to avoid theradiator 80 when viewed from the side. - In addition, when viewed from above, the
oil pipe 100 extends from theoil control valve 60 to the other side (left side) in the vehicle width direction, and theoil pipe 100 is disposed so as to avoid a rear of the coolingfan 87 on the one side (right side) in the vehicle width direction. It is difficult for the exhaust air from theradiator 80 and the coolingfan 87 to hit theoil pipe 100, and a temperature rise of the oil in theoil pipe 100 is suppressed. In addition, by stabilizing the temperature of the oil, operation characteristics of theoil control valve 60 are stabilized. The oil is directly supplied to theoil control valve 60 from the main gallery of thecrankcase 21 through theoil pipe 100, and thus pressure loss is minimized. - Flow of the exhaust air from the radiator will be described with reference to
FIGS. 6 and 7 .FIG. 6 is a side view showing the flow of the exhaust air from the radiator according to the present embodiment.FIG. 7 is a top view showing the flow of the exhaust air from the radiator according to the present embodiment. - As shown in
FIG. 6 , thecylinder head cover 24 is located at a rear of theradiator 80 and exhaust air F1 from theradiator 80 is blown against thecylinder head cover 24. The upper surface of thecylinder head cover 24 is formed in a mountain-like shape when viewed from the side by thefirst slope 95 and thesecond slope 96, and when the exhaust air F1 is blown against thefirst slope 95, the exhaust air F1 is caused to flow obliquely upward toward the rear along thefirst slope 95. Theoil control valve 60 is installed on thesecond slope 96, and although theoil control valve 60 protrudes upward from a vertex of thecylinder head cover 24, it is difficult for the exhaust air F1 to hit theoil control valve 60. - More specifically, most of the
oil control valve 60 is hidden behind thecylinder head cover 24 when viewed from a direction of flow of the exhaust air F1 from theradiator 80. Most of theoil control valve 60 is located below an extension line L of thefirst slope 95. Therefore, most of the exhaust air F1 flows backward without hitting theoil control valve 60, thereby suppressing the temperature rise of theoil control valve 60 due to the exhaust air F1, and improving the operation accuracy and the durability of theoil control valve 60. It should be noted that the entireoil control valve 60 may be located below the extension line L of thefirst slope 95. - As shown in
FIG. 7 , thevalve case 97 bulges from thefirst slope 95 and thevalve cover 98 is attached on thevalve case 97. Thecylinder head 23 is suspended on the vehicle body frame 10 (seeFIG. 1 ), and thedown tube 13 of thevehicle body frame 10 extends downward through between theradiator 80 and theengine 20. Thevalve cover 98 and thedown tube 13 are positioned at the center in the vehicle width direction, and thevalve portion 61 of theoil control valve 60 is also positioned at the center in the vehicle width direction. Thevalve cover 98 and thedown tube 13 overlap with thevalve portion 61 of theoil control valve 60 in the front-rear direction. - More specifically, the
down tube 13, thevalve cover 98, and thevalve portion 61 of theoil control valve 60 are linearly arranged in this order from the front when viewed from above. Exhaust air F2 from theradiator 80 is blocked by thedown tube 13 and thevalve cover 98, making it difficult for the exhaust air F2 to flow toward theoil control valve 60, thereby suppressing the temperature rise of theoil control valve 60. Since although a part of the exhaust air F2 from theradiator 80 flows around thecylinder head cover 24 from the side, thevalve portion 61 of theoil control valve 60 is positioned at the center in the vehicle width direction, it is difficult for the exhaust air F2 to hit thevalve portion 61. - The
solenoid portion 62 of theoil control valve 60 is positioned on an opposite side of the coolingfan 87 with thedown tube 13 interposed therebetween in the vehicle width direction. Therefore, even when a temperature of theradiator 80 becomes high and the coolingfan 87 is operated, thesolenoid portion 62 is deviated from a flow direction of high-temperature exhaust air F3 from the coolingfan 87, thereby suppressing a temperature rise of thesolenoid portion 62, which is sensitive to a high temperature. Similarly, theoil pipe 100 of theoil control valve 60 is also positioned on the opposite side of the coolingfan 87 with thedown tube 13 interposed therebetween in the vehicle width direction, and theoil pipe 100 is deviated from the flow direction of the high-temperature exhaust air F3 from the coolingfan 87, thereby suppressing a temperature rise of theoil pipe 100. - As described above, according to the present embodiment, the exhaust air from the
radiator 80 is directed obliquely upward toward the rear by thefirst slope 95 of thecylinder head cover 24, making it difficult for the exhaust air to hit theoil control valve 60 on thesecond slope 96. Therefore, the temperature rise of theoil control valve 60 is suppressed, and the operation accuracy and the durability of theoil control valve 60 are improved. - It should be noted that although a valve case of the secondary air reed valve is formed on the cylinder head cover in the present embodiment, the valve case of the secondary air reed valve may not be formed on the cylinder head cover. That is, the engine is not limited to one provided with the secondary air supply device.
- In addition, although the parallel two-cylinder engine is exemplified as the engine in the present embodiment, a type of the engine is not particularly limited.
- In addition, although a cradle frame is exemplified as the vehicle body frame in the present embodiment, a type of the vehicle body frame is not particularly limited as long as the vehicle body frame can suspend the cylinder head. For example, the vehicle body frame may be a twin spar frame or a diamond frame.
- In addition, although a solenoid valve is exemplified as the oil control valve in the present embodiment, a type of the oil control valve is not particularly limited as long as the oil control valve is a valve capable of controlling the hydraulic pressure to the variable valve device.
- In addition, although the oil control valve and the main gallery are connected by an oil pipe passing through an outside of the engine in the present embodiment, the oil control valve and the main gallery may be connected by an oil passage inside the engine.
- In addition, although a central axis of the oil control valve is oriented in the vehicle width direction in the present embodiment, the orientation of the central axis of the oil control valve is not particularly limited. The central axis of the oil control valve may be oriented in the front-rear direction.
- In addition, the installation structure for an oil control valve may be applied not only to the illustrated straddle-type vehicle, and but also to other types of straddle-type vehicles. The straddle-type vehicle is not limited to general vehicles on which a rider rides in a posture of straddling a seat, and also includes small-sized scooter-type vehicles on which a rider rides without straddling a seat.
- As described above, a first aspect is an installation structure for an oil control valve (60) configured to control a hydraulic pressure to a variable valve device, in an engine (20) in which a cylinder head cover (24) is provided on a cylinder head (23), and the variable valve device (30) that is configured to change an opening and closing timing of a valve (
intake valve 31, exhaust valve 32) by a hydraulic pressure is mounted. The installation structure includes: a first slope (95) that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and a second slope (96) that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover. A radiator (80) is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope. According to this configuration, an exhaust air from the radiator is directed obliquely upward toward the rear by the first slope of the cylinder head cover, making it difficult for the exhaust air to hit the oil control valve on the second slope. Therefore, a temperature rise of the oil control valve is suppressed, and operation accuracy and durability of the oil control valve are improved. - A second aspect is the structure in which a valve case (97) of a secondary air reed valve (28) that is configured to supply secondary air to an exhaust system of the engine bulges upward from the first slope, and a valve cover (98) is attached to the valve case, and a portion of the valve cover overlaps with the oil control valve in a front-rear direction, in addition to the first aspect. According to this configuration, the exhaust air from the radiator is blocked by the valve cover of the secondary air reed valve, and the temperature rise of the oil control valve is suppressed.
- A third aspect is the structure in which the cylinder head is suspended on a vehicle body frame (10), and the vehicle body frame includes a down tube (13) extending downward from a head pipe (11) through between the radiator and the engine, and the down tube overlaps with the oil control valve in a front-rear direction, in addition to the first aspect or the second aspect. According to this configuration, the exhaust air from the radiator is blocked by the down tube, and the temperature rise of the oil control valve is suppressed.
- A fourth aspect is the structure in which the engine includes a plurality of cylinders, and the oil control valve is positioned at a center of the cylinder head cover in a vehicle width direction between adjacent cylinders, in addition to any one aspect of the first aspect to the third aspect. According to this configuration, even when the exhaust air from the radiator flows around the cylinder head cover from the side, it is difficult for the exhaust air to hit the oil control valve at the center in the vehicle width direction, and the temperature rise of the oil control valve is suppressed. In addition, it is possible to uniformly apply a hydraulic pressure to the variable valve device of each cylinder, thereby improving operation accuracy of the variable valve device of each cylinder.
- A fifth aspect is the structure in which a cooling fan (87) is provided on a rear surface of the radiator, the oil control valve includes a valve portion (61) that is configured to control flow of oil and a solenoid portion (62) that is configured to operate the valve portion, and the cooling fan is positioned on one side in a vehicle width direction, and the solenoid portion is positioned on the other side in the vehicle width direction, in addition to any one aspect of the first aspect to the fourth aspect. According to this configuration, since the cooling fan is operated when a temperature of a refrigerant in the radiator is high, a temperature of the exhaust air from the cooling fan becomes high, but it is difficult for the exhaust air to hit the solenoid portion, which is particularly sensitive to heat, and a temperature rise of the solenoid portion is suppressed.
- A sixth aspect is the structure in which oil is to be supplied to the oil control valve from a crankcase (21) of the engine through an oil pipe (100), and one end of the oil pipe is connected to a front portion of the crankcase, the other end of the oil pipe is connected to a lower portion of the oil control valve, and the oil pipe extends in a front-rear direction below the radiator through an outside of the cylinder head in a vehicle width direction, in addition to any one aspect of the first aspect to the fifth aspect. According to this configuration, it is difficult for the exhaust air from the radiator to hit the oil pipe, and a temperature rise of the oil in the oil pipe is suppressed. By stabilizing the temperature of the oil, operation characteristics of the oil control valve can be stabilized.
- It should be noted that although the present embodiment has been described, the above-described embodiment and modification may be combined entirely or partially as another embodiment.
- In addition, the technique of the present invention is not limited to the above-described embodiment, and various changes, substitutions, and modifications may be made without departing from the spirit of the technical concept of the present invention. Further, the present invention may be implemented by other methods as long as the technical concept can be implemented by the methods through advance of the technique or other derivative techniques. Therefore, the scope of the claims covers all embodiments that may be included within the scope of the technical concept.
Claims (6)
1. An installation structure for an oil control valve configured to control a hydraulic pressure to a variable valve device, in an engine in which a cylinder head cover is provided on a cylinder head, and the variable valve device that is configured to change an opening and closing timing of a valve by the hydraulic pressure is mounted, the installation structure comprising:
a first slope that slopes upward and rearward from a front end on an upper surface of the cylinder head cover; and
a second slope that slopes downward and rearward from a rear end of the first slope on the upper surface of the cylinder head cover, wherein
a radiator is installed in front of the cylinder head cover, and the oil control valve is installed on the second slope.
2. The installation structure for the oil control valve according to claim 1 , wherein
a valve case of a secondary air reed valve that is configured to supply secondary air to an exhaust system of the engine bulges upward from the first slope, and a valve cover is attached to the valve case, and
a portion of the valve cover overlaps with the oil control valve in a front-rear direction.
3. The installation structure for the oil control valve according to claim 1 , wherein
the cylinder head is suspended on a vehicle body frame, and
the vehicle body frame includes a down tube extending downward from a head pipe through between the radiator and the engine, and the down tube overlaps with the oil control valve in a front-rear direction.
4. The installation structure for the oil control valve according to claim 1 , wherein
the engine includes a plurality of cylinders, and
the oil control valve is positioned at a center of the cylinder head cover in a vehicle width direction between adjacent cylinders.
5. The installation structure for the oil control valve according to claim 1 , wherein
a cooling fan is provided on a rear surface of the radiator,
the oil control valve includes a valve portion that is configured to control flow of oil and a solenoid portion that is configured to operate the valve portion, and
the cooling fan is positioned on one side in a vehicle width direction, and the solenoid portion is positioned on the other side in the vehicle width direction.
6. The installation structure for the oil control valve according to claim 1 , wherein
oil is to be supplied to the oil control valve from a crankcase of the engine through an oil pipe, and
one end of the oil pipe is connected to a front portion of the crankcase, the other end of the oil pipe is connected to a lower portion of the oil control valve, and the oil pipe extends in a front-rear direction below the radiator through an outside of the cylinder head in a vehicle width direction.
Applications Claiming Priority (2)
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JP2022101977A JP2024002649A (en) | 2022-06-24 | 2022-06-24 | Installation structure for oil control valve |
JP2022-101977 | 2022-06-24 |
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US20230417161A1 true US20230417161A1 (en) | 2023-12-28 |
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US18/336,654 Pending US20230417161A1 (en) | 2022-06-24 | 2023-06-16 | Installation structure for oil control valve |
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US (1) | US20230417161A1 (en) |
EP (1) | EP4296479A1 (en) |
JP (1) | JP2024002649A (en) |
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JP5345448B2 (en) * | 2009-05-28 | 2013-11-20 | 本田技研工業株式会社 | Small vehicle |
TWI452205B (en) * | 2012-03-01 | 2014-09-11 | Kwang Yang Motor Co | Engine valve variable - length oil - controlled valve construction |
JP2018184920A (en) * | 2017-04-27 | 2018-11-22 | スズキ株式会社 | Oil control valve unit and motorcycle |
JP6874508B2 (en) * | 2017-04-27 | 2021-05-19 | スズキ株式会社 | Installation structure of oil control valve unit and motorcycle |
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- 2022-06-24 JP JP2022101977A patent/JP2024002649A/en active Pending
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2023
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JP2024002649A (en) | 2024-01-11 |
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